Manifold for internal-combustion engines



E. J. MILES MANIFOLD FOR INTERNAL COMBUSTION ENGINES March 9 1926.1,575,859

Filed 001:. 14 1921 INVENTOR EZE/F/fL NlLES ATTORNEY I passage andadhere thereto, collectin Patented Mar. 9, 1926.

UNITED STATES PATENT OFFICE.

EZEKIEL 3'. MILES, 013 DETROIT, MICHIGAN, ASSIGNOR TO STUDEBAKERCORPORA- TION, A CORPORATION OF NEW JERSEY.

MANIFOLD FOR INTERNAL-COMBUSTION ENGINES.

Application filed October 14, 1921. Serial No. 507,787.

To all whom it may concern:

Be it known that I, EZEKIEL J. MILES, a citizen of the United States ofAmerica, and resident of Detroit, in the county of lVayne and State ofMichigan, have invented certain new and useful Improvements in Manifoldsfor Internal-Combustion Engines, of which the following is aspecification.

This invention relates to intake, and exhaust passages for internalcombustion engines, and has for its object to provide such passages aswill promote easy starting of the engine, and will cause completevapor-.

ization of the fuel without undue heating of the fuel mixture, thusresultlng n 1ncreased economy in fuel consumption, elimination of crankcase dilutlon and prevention of spark plug fouling.

The method I use to attain these results is to heat part of the intakepassage by means of a substantial proportion of the exhaust gases. I amaware that there are many intake manifolds now in use employing a meansto heat the same but which do not attain the results desired asthoroughly as I attain them. Heretofore it has been customary to eitherby-pass a small portion of the exhaust gases from the exhaust manifoldto a pocket on the intake manifold from which it was then allowed toescape, or to provide a common wall between a portion of the intake andexhaust manifolds. When the exhaust gases are by-passed as described theaction is not positive because of the two paths which may be followed,and when there is a common wall as. described the heating efiect is onlyon a portion of the 4' glass face, show that the heavy fuel ends commonto the present day fuel will not vaporize without the directapplicationof considerable heatl Moreover, these heavy particles of fuelif not sufficiently heated come in .contact with the walls of theint'akgi forming a stream of raw fuel which nally enters the cylindersin a liquid state. Some of this raw fuel works past the pistons into thecrankcase and dilutes the lubricating oil therein, while that part whichis only partly burned forms a sooty deposit in the combustion chamberand on the spark plugs. If these heavy unvaporized particles of fuel canbe brought into contact with a highly heated surface long enough tovaporize them without unnecessarily heating the entire combustiblemixture, the most advantageous conditions will be obtained as shown inthe description of my present invention. I have observed in theexperiments referred to above that the greater part of the heavy fuelparticles cling to the inside of the bend where the intake manifoldbranches from the carburetor to the various cylinders. point, then, Iconsider to be the most important point for applying heat andaccordingly I have designed my manifold so that this point and enough ofthe surrounding surface is heated sufficiently to vaporize the heavyparticles of fuel without unnecessarily heating the entire combustiblemixture. In order to insure the proper amount. of heat at this point Ihave so designed the exhaust and intake manifolds that approximatelyhalf of the entire exhaust from the engine can be directed at and aroundit. This is the preferable condition existing under nor- "mal runningconditions altho I have provided a shutter which is capable of allowingthe full proportion or none of the exhaust gases to be so directed. Theconstruction is such that immediately upon starting the exhaust gasesare directed against and around a part of the intake manifold, insuringquick starting in the coldest weather.

To effect a more perfect understanding of my present invention I willrefer to the accompanying drawings in which Figure 1 is a partiallybroken side view of. the exhaust and intake manifolds in assembledposition.

Figure 2 is an end view of the exhaust and intake manifolds in assembledrelation. Figure 3 is a top view of the lower intake manifold.

Figure 4 is a sectional view of the exhaust manifold taken on the lineXX of Figure 2.

Figure 5 is a sectional view of the exhaust manifold and upper intakemanifold taken on the line AA of Figure 1, showing the This shutter inposition so that all the exhaust gases from halfof the engine cylindersmust pass around the intake manifold, and

Figure 6 is a view corresponding to F igure '5 but showing the shutterin a position in which none of the exhaust gases come in contact withthe intake manifold.

Referring to the numbered parts of the drawing, 1 is an exhaust manifoldhaving openings 2 thru which the exhaust gases from the engine cylindersenter the manifold and escape at 3. Between the two center openings 2are provided the battle walls 4, 5, and 6. The batlle wall 4 ispositioned so that the exhaust gases from half of the cylinders mustpass beneath it, the battle wall 6 makes it necessary for the same gasto pass over it, and the baffle wall 5 makes it necessary for the gas topass around it as clearly shown in Figures 4 and 6 by the arrows 13.Anopening is provided in the outer face of the manifold 1 adjacent thesebaflle walls. An upper intake manifold 7 provided with a verticalpassage terminating in a flange 8 for connection to a carburetor,branches into two passages at right angles to the vertical passageconnected with to the lower intake manifold 9 which directs thecombustible mixture to the various cylinders. Around the branch of theupper intake manifold is a casing 10 providing a space between its innerwall and the outer wall of the intake manifold 7 and provided with anopening to match the opening adjacent the battle walls of the exhaustmanifold 1. This casing envelopes part of the vertical passage and partof the passages which branch from this vertical passage. A pivotedshutter '11 operable by the lever 12 is provided longitudinal of theexhaust manifold 1 between the upper manifold passage 7 and thehorizontal baflle wall 5. When this shutter is in the position shown inFigure 5 it has the effect of continuing the bafiie wall 5 to the intakemanifold 7,

and the exhaust gases from half of the cylinders must pass under thebaflie wall 4 around and over the intake passage 7, over the baffle wall6 and out thru 3. This results in a direct, positive, and highly heatedgas stream passing around and heating the branching intake passage 7 forsuch a distance as to vaporize the heavy particles of fuel touching oradhering to walls of the intake passage without unnecessarily heatingthe entire combustible mixture. The shutter or valve 11 may be turned tothe position shown in Figure 6 which does not allow any of the exhaustgases to come in contact with the intake manifold, or it may be moved toany intermediate position allowmg a variation of the heating effect.

Formal changes may be made in the specific embodiment of the inventiondescribed without departing from the spirit or substance of the broadinvention, the scope of which is commensurate with the appended claims.

What I claim is Y 1. In an internal combustion engine, an exhaustmanifold, an intake manifold, a plurality of fixed baffles within saidexhaust manifold and a movable battle co-operating with all said battlesboth for directing the exhaust gases toward and for directing theexhaust gases away from said intake manifold.

2. In an internal combustion engine, an intake manifold, an exhaustmanifold surrounding a portion of said intake manifold, a fixed baflieextending longitudinally of said exhaust manifold, and a movable memherto close the space between said baflie and said intake manifold anddirect the exhaust gases around said intake manifold.

3. The combination with a multiple cylindered internal combustion engineof an exhaust manifold and an intake manifold, said exhaust manifoldhaving approximately midway its length a downwardly depending bafiiewall cutting off approximately the upper .half of the exhaust passage, ahorizontal baffle wall extending from the. bottom of said downwardlyextending baflie wall to the top of an upwardly extending battle wallwhich cuts off approximately the lower half of the exhaust passage, anopening in the face of said exhaust manifold between the first and lastnamed baffle walls and of approximate equal dimensions on either side100 of said horizontal baffle wall; said intake manifold provided with abranching passage, a shell surrounding the intake passages atthe pointof branching, provided with an opening therein adapted to register withthe aforementioned opening in said exhaust passage, "and a movablebaflie extending from the intake passage within said shell to thehorizontal baffle wall in said exhaust manifold, capable of causing theexhaust gases from one half of the number of cylinders to pass aroundsaid branching intake passage within said shell. I

4. In an internal combustion engine having a plurality of cylinders, anexhaust manifold, a protruding portion thereon, an intake manifoldhaving a branched passage, the branches of said intake manifold beinginelosed in said protruding portion ofsaid exhaust manifold, and meanscomprising a fixed battle and a movable baflle for causing the exhaustgases from a, portion of the engine cylinders to pass around saidbranched passages of said intake manifold.

5. In an internal combustion engine having a plurality of cylinders, anintake manifold for supplying combustible mixture to said cylinders, anexhaust manifold for conveying away the exhaust gases from saidcylinders, said exhaust manifold inclosing a portion of said intakemanifold, fixed baflies bafiie withm said exhaust and a movablemanifold, said movable baffle being operable to co-operate with saidfixed baflies to direct the exhaust gases from a part of said cylindersaround that portion of said intake manifold within said exhaustmanifold.

6. In an internal combustion engine, a plurality of cylinders, abranched intake manifold for supplying combustible mixture to said.cylinders, an exhaust manifold for conveying away the exhaust gases fromsaid cylinders, the portion of said intake manifold adjacent the pointof branching being inelosed by the walls of said exhaust manifold, andfixed bafiies within said exhaust manifold co-operating with a swingingbaffle adjacent said intake manifold for directing the exhaust gasesfrom a part of said cylinders around the branched portion of said intakemanifold in one direction only.

by a projection on downwardly depending baflie and an upward- 7 In aninternal. combustion engine having a plurality of cylinders, an exhaustmanifold and an intake manifold, said intake manifold including a"ertical passage branching into two substantially horizontal passages,the portion of said intake manifold adjacent the point ofbranchil'igbeing inelosed said exhaust manifold; a

1y projecting baflle in said exhaust manifold adjacent the end of thebranched portion of said intake manifold within said exhaust manifold, ahorizontal bafile wall connecting said downwardly depending and upwardlyprojecting baffle walls. and means for extending said horizontal bailiewall from said branched portion of said intake manifold to the adjacentwall of said exhaust manifold. Signed by me at Detroit, Michigan, this11th day of October, 1921.

EZEKIEL J. MILES.

